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The significant uncertainty and complexity of vessels at sea poses challenges for regulatory bodies in the fishing industry. This paper presents a method for identifying fishing vessel trajectory characteristics involving the Fourier series transform. The model utilizes the FOURIERseries and Gaussian mixture clustering to address the complexity and uncertainty issues in fishing vessel trajectories. First, the vessel trajectories undergo a process of dimensionality expansion and projection along the temporal axis. The relationship between trajectories and complex plane projection was elucidated in this process. Second, a vessel trajectory identification model involving FOURIER transformation was constructed. Subsequently, the phase spectrum was assigned binary values using differentiation, and the phase spectrum characteristics of the transformed trajectories through FOURIER transformation were analyzed. Finally, six encoding formats for fishing vessel motion trajectories in phase spectrum encoding are introduced, along with the determination of uncertain vessel motion range through mixed Gaussian clustering. This method has been validated using a dataset comprising 7,000 fishing vessel trajectories collected from the Beidou satellite positioning system. The results demonstrate that the range of uncertain vessel motion was able to be obtained with the assistance of Gaussian mixture clustering, with an 80% probability position of approximately 1,000 m and a 50% probability position of around 2,000 m. Effective identification of fishing vessel operating and navigational states was achieved, leading to the determination of a safety distance for fishing vessels in the range of 1,000m-2,000 m. This research holds important reference value for fishery regulatory agencies in terms of supervising fishing vessels and maintaining a safe navigational distance.

In maritime logistics optimization, considerable research efforts are focused on the extraction of deep behavioral characteristics from comprehensive shipping data to discern patterns in maritime vessel behavior. The effective linkage of these characteristics with maritime infrastructure, such as berths, is critical for the enhancement of ship navigation systems. This endeavor is paramount not only as a research focus within maritime information science but also for the progression of intelligent maritime systems. Traditional methodologies have primarily emphasized the analysis of navigational paths of vessels without an extensive consideration of the geographical dynamics between ships and port infrastructure. However, the introduction of knowledge graphs has enabled the integration of disparate data sources, facilitating new insights that propel the development of intelligent maritime systems. This manuscript presents a novel framework using knowledge graph technology for profound analysis of maritime data. Utilizing automatic identification system (AIS) data alongside spatial information from port facilities, the framework forms semantic triplet connections among ships, anchorages, berths, and waterways. This enables the semantic modeling of maritime behaviors, offering precise identification of ships through their diverse semantic information. Moreover, by exploiting the semantic relations between ships and berths, a reverse semantic knowledge graph for berths is constructed, which is specifically tailored to ship type, size, and category. The manuscript critically evaluates a range of graph embedding techniques, dimensionality reduction methods, and classification strategies through experimental frameworks to determine the most efficacious methodologies. The findings reveal that the maritime knowledge graph significantly enhances the semantic understanding of unmanned maritime equipment, thereby improving decision-making capabilities. Additionally, it establish

The Automatic Identification System (AIS) is a real-time network of transmitters and receivers that allow vessel movements to be broadcast, tracked, and recorded. Though traditionally used for real-time maritime applications related to keeping track of vessel traffic for collision avoidance, there is increasing interest in using AIS data and the AIS platform for maritime safety planning, resource management, and weather forecasting. AIS data are being made tractable for alternative non-real-time applications like determining trends and patterns in vessel traffic and helping to prioritize where modern bathymetric surveys are needed to ensure safe maritime transit. The AIS is also being used for widespread transmission of critical environmental conditions information, such as sea state and weather, to mariners, forecasters, and emergency response providers. Several pilot projects are underway that demonstrate the capacity and promise of AIS data and the AIS platform to serve multiple purposes, providing overall maritime domain awareness while maintaining its most important objective of tracking vessels to aid safe, secure, efficient and environmentally sound maritime operations.

New Center of Expertise will provide opportunities for identification, evaluation and transition of new blue technologies.

The growing concerns about the negative effects caused by whale watching on wild cetacean populations are evincing the need to measure whale watching effort more precisely. The current alternatives do not provide sufficient information or imply time-consuming and staff-intensive tasks that limit their effectiveness to establish the maximum carrying capacity for this tourist activity. A methodology based on big data analysis, using Automatic Identification System (AIS) messages can provide valuable vessel activity information, which is necessary to estimate whale watching effort in areas with cetacean populations. We used AIS data to automatically detect whale watching operations and quantify whale watching effort with high spatial and temporal resolution in the Canary Islands off the west African coast. The results obtained in this study are very encouraging, proving that the methodology can estimate seasonal and annual trends in the whale watching effort. The methodology has also proved to be effective in providing detailed spatial information about the whale watching effort, which makes an interesting tool to manage spatial regulations and enforce exclusion zones. The widespread use of AIS devices in maritime navigation provides an enormous potential to easily extend this methodology to other regions worldwide. Any public strategy aimed at the sustainable use of marine resources should enhance the use of this kind of information technologies, collecting and archiving detailed information on the activity of all the vessels, especially in marine protected areas.

Seamounts are prominent features of the seafloor that are often located in Areas Beyond National Jurisdiction (ABNJs). Whilst comprehensive biological information is lacking on most of these features, they have been recognised for hosting high biodiversity across multiple trophic levels. Technological advancements have enabled greater exploitation of biological resources further offshore with increasing concern over the long-term impacts of anthropogenic activities on vulnerable distant and deep-sea habitats. Analysis of ex situ vessel tracking technologies such as Automatic Identification Systems (AIS) have enabled spatial patterns of fishing activity to be monitored over large geographical areas. In this study, analysis of fishing activity within 30 km of seamount summits at the global scale found that these features within the waters of the Pacific Island Group and the Mediterranean Sea were subject to the highest levels of longlining and trawling activities respectively. Fishing in proximity to seamounts is dominated by the flag states of Taiwan, China, Japan, South Korea and Spain. Furthermore, our results reveal that the majority of sea areas managed by many Regional Fishery Management Organisations (RFMOs) have experienced increased fishing activity at seamounts compared to areas in the same ocean basin without management. This study demonstrates how free web-accessible data can be used to gain insights into remote areas where in situ research is prohibitively expensive and logistically challenging.

Despite the availability of satellite navigation systems, and ships that are awash with electronics, maritime buoyage still matters, particularly in pilotage waters where visual aids provide the best possible way of marking a channel or identifying obstructions. These days, buoys can be "intelligent" in that they have radar reflectors to help them show up on ship radars, possibly fitted with electronic beacons that show up on electronic charts and even made individually identifiable through their own Automated Identification System signatures. Buoys still remain very useful indeed.

Death or injury to whales from vessel strike is one of the primary threats to whale populations worldwide. However, quantifying the rate of occurrence of these collisions is difficult because many incidents are not detected (particularly from large vessels) and therefore go unreported. Furthermore, varying reporting biases occur related to species identification, spatial coverage of reports and type of vessels involved. The International Whaling Commission (IWC) has compiled a database of the worldwide occurrence of vessel strikes to cetaceans, within which Australia constitutes ~7% (35 reports) of the reported worldwide (~471 reports) vessel strike records involving large whales. Worldwide records consist largely of modern reports within the last two decades and historical evaluation of ship strike reports has mainly focused on the Northern Hemisphere. To address this we conducted a search of historical national and international print media archive databases to discover reports of vessel strikes globally, although with a focus on Australian waters. A significant number of previously unrecorded reports of vessel strikes were found for both Australia (76) and worldwide (140), resulting in a revised estimate of ~15% of global vessel strikes occurring in Australian waters. This detailed collation and analysis of vessel strike data in an Australian context has contributed to our knowledge of the worldwide occurrence of vessel strikes and challenges the notion that vessel strikes were historically rare in Australia relative to the rest of the world. The work highlights the need to examine historical records to provide context around current anthropogenic threats to marine fauna and demonstrates the importance of formalized reporting structures for effective collation of vessel strike reports. This paper examines the issues and biases in analysis of vessel strike data in general that would apply to any jurisdiction. Using the Australian data as an example we look at what

The Arctic is among the most rapidly-changing regions on Earth. Diminishing levels of sea-ice has increased opportunities for maritime activities in historically inaccessible areas such as the Northern Sea Route and Northwest Passage. Degradation of Arctic marine ecosystems may accompany expanding vessel operations through introduced underwater noise, potential for large oil spills, among other things; and may compound stressors already effecting biological populations due to climate change. Assessments are needed to track changes in vessel traffic patterns and associated environmental impacts. We analyzed Arctic-wide vessel Automatic Identification System data 1 January 2015 to 31 December 2017 to quantify the amount and spatial distribution of vessel operations, assess possible changes in these operations, and establish a baseline for future monitoring. Nearly 400,000 vessel transits were analyzed. Number of trips, hours of operation, and amount of sea surface exposed to vessel traffic were used to compare operations between 14 delineated waterways. Operations were extensive and diverse: an average of 132,828 trips were made annually by over 5,000 different vessels. Transits were made in all areas studied and all months of the year. Maritime activities were intensive in some areas, but ice-limited in others. Amount of sea surface exposed to vessel traffic exceeded 70% in all but three areas. Bulk carriers, cargo ships, passenger/cruise ships, research survey ships, and vessels supporting oil/gas-related activities were represented. However, fishing vessels, primarily in the BARENTS, BERING, and Norwegian Seas, surpassed operations of all other vessel types and comprised about one-half of all voyages each year. We observed no overt increasing or decreasing trends in vessel traffic volume in our limited study period. Instead, inter-year variation was evident. While the number of unique vessels and transits increased year-to-year, hours of operation declined in the s

Vessel traffic management systems can be employed for environmental management where vessel activity may be of concern. One such location is in San Francisco Bay where a variety of vessel types transit a highly developed urban estuary. We analyzed vessel presence and speed across space and time using vessel data from the Marine Monitor, a vessel tracking system that integrates data from the Automatic Identification System and a marine-radar sensor linked to a high-definition camera. In doing so, we provide data that can inform collision risk to cetaceans who show an increased presence in the Bay and evaluation of the value in incorporating data from multiple sources when observing vessel traffic. We found that ferries traveled the greatest distance of any vessel type. Ferries and other commercial vessels (e.g., cargo and tanker ships and tug boats) traveled consistently in distinct paths while recreational traffic (e.g., motorized recreational craft and sailing vessels) was more dispersed. Large shipping vessels often traveled at speeds greater than 10 kn when transiting the study area, and ferries traveled at speeds greater than 30 kn. We found that distance traveled and speed varied by season for tugs, motorized recreational and sailing vessels. Distance traveled varied across day and night for cargo ships, tugs, and ferries while speed varied between day and night only for ferries. Between weekdays and weekends, distance traveled varied for cargo ships, ferries, and sailing vessels, while speed varied for ferries, motorized recreational craft, and sailing vessels. Radar-detected vessel traffic accounted for 33.9% of the total track distance observed, highlighting the need to include data from multiple vessel tracking systems to fully assess and manage vessel traffic in a densely populated urban estuary.

Most species of whales are vulnerable to vessel collisions, and the probability of lethality increases logistically with vessel speed. An Automatic Identification System (AIS) can provide valuable vessel activity data, but terrestrial-based AIS has a limited spatial range. As the need for open ocean monitoring increases, AIS broadcasts relayed over earth-orbiting satellites, satellite AIS (SAIS), provides a method for expanding the range of AIS broadcast reception. We used SAIS data from 2013 and 2014 to calculate vessel density and speed over ground around the coast of Washington state in the northwestern United States. Nearby shipping lanes connecting the Ports of Seattle, Tacoma, Portland, and in Canada, Vancouver, have the greatest density of vessel traffic arriving and departing. Knowledge of shipping activity is important in this area due to the nearby presence of NOAA designated Cetacean Density and Distribution Working Group's Biologically Important Areas (BIA) for large whale species vulnerable to vessel collisions. We quantified density and speed for each vessel type that transits through BIA's. We found that cargo and tanker vessels traveled the farthest distance at the greatest speeds. As ship-strike risk assessments have traditionally relied on terrestrial AIS, we explored issues in the application of SAIS data. Temporal gaps in SAIS data led to a resulting systematic underestimation of vessel speed in calculated speed over ground. However, SAIS can be helpful in documenting minimum vessel speeds across large geographic areas and across national boundaries, especially beyond the reach of terrestrial AIS receivers. SAIS data can also be useful in examining vessel density at broad scales and could be used to assess basin-wide open ocean routes. Future use of additional satellite platforms with AIS receivers and technological advances will help rectify this issue and improve data coverage and quality.

Low-frequency sound from large vessels is a major, global source of ocean noise that can interfere with acoustic communication for a variety of marine animals. Changes in vessel activity provide opportunities to quantify relationships between vessel traffic levels and soundscape conditions in biologically important habitats. Using continuous deep-sea (890 m) recordings acquired ∼20 km (closest point of approach) from offshore shipping lanes, we observed reduction of low-frequency noise within Monterey Bay National Marine Sanctuary (California, United States) associated with changes in vessel traffic during the onset of the COVID-19 pandemic. Acoustic modeling shows that the recording site receives low-frequency vessel noise primarily from the regional shipping lanes rather than via the Sound Fixing and Ranging (SOFAR) channel. Monthly geometric means and percentiles of spectrum levels in the one-third octave band centered at 63 Hz during 2020 were compared with those from the same months of 2018-2019. Spectrum levels were persistently and significantly lower during February through July 2020, although a partial rebound in ambient noise levels was indicated by July. Mean spectrum levels during 2020 were more than 1 dB re 1 μPa2 Hz-1 below those of a previous year during 4 months. The lowest spectrum levels, in June 2020, were as much as 1.9 (mean) and 2.4 (25% exceedance level) dB re 1 μPa2 Hz-1 below levels of previous years. Spectrum levels during 2020 were significantly correlated with large-vessel total gross tonnage derived from economic data, summed across all California ports (r = 0.81, p < 0.05; adjusted r2 = 0.58). They were more highly correlated with regional presence of large vessels, quantified from Automatic Identification System (AIS) vessel tracking data weighted according to vessel speed and modeled acoustic transmission loss (r = 0.92, p < 0.01; adjusted r2 = 0.81). Within the 3-year study period, February-June 2020 exhibited persistentl

In 2011, several non-governmental and government agencies established the Kenya Marine Mammal Network (KMMN) to provide a platform for the consistent collection of data on marine mammals along the Kenyan coast, identify areas of importance and engage marine users and the general public in marine mammal conservation. Prior to the KMMN, relatively little was known about marine mammals in Kenya, limiting conservation strategies. The KMMN collects data nationwide through dedicated surveys, opportunistic sightings and participative citizen science, currently involving more than 100 contributors. This paper reviews data on sightings and strandings for small cetaceans in Kenya collated by the KMMN. From 2011 to 2019, 792 records of 11 species of small cetaceans were documented. The most frequently reported inshore species were the Indo-Pacific bottlenose dolphin and Indian Ocean humpback dolphin. Offshore species, included killer whales, short-finned pilot whale and long-snouted spinner dolphin. Indo-Pacific bottlenose dolphins, long-snouted spinner dolphins, striped dolphins and Risso's dolphins were recorded through stranding reports. The efforts of the KMMN were disseminated through international meetings (International Whaling Commission, World Marine Mammal Conference), national status reports, outreach and social media. Data has also supported the identification of three IUCN Important Marine Mammal Areas and one Area of Interest in Kenya. Further research is needed to improve estimates of cetacean abundance and distribution, particularly in unstudied coastal areas, and to assess the extent of anthropogenic threats associated with fisheries, coastal and port development, seismic exercises and unregulated tourism. The expansion of the network should benefit from the participation of remote coastal fishing communities, government research agencies, tourism and seismic operations, among others. The KMMN demonstrated the value of dedicated and citizen science data to enh

Over the past two years, researchers at Fisheries and Oceans Canada have been running an acoustic monitoring project at multiple study sites throughout Nova Scotia, Canada to investigate baleen whale presence and levels of underwater noise. At the onset of the COVID-19 pandemic, a passive acoustic monitor (PAM) was in place in the study site located in the approaches to Halifax Harbor, a major Canadian port. This provided a unique opportunity to determine if changes in vessel noise levels occurred after pandemic restrictions were put in place. To investigate this, we analyzed and compared acoustic data collected from March 28 to April 28 and August 6 to October 22 in both 2019 and 2020. We also investigated possible changes in vessel traffic from February 1 through April 28 and July 1 through July 28 in 2019 and 2020 using terrestrial-based automatic identification system (AIS) data provided by the Canadian Coast Guard and cargo information provided by the Port of Halifax. The acoustic data were analyzed in 1/3 octave frequency bands. For the 89.1-112 Hz frequency band, we found an 8.4 dB increase in the daily minimum sound pressure level (SPL) in April 2020 compared to April 2019 due the presence of a large crane vessel stationed near the mooring site. For the period of August to October, we found an approximately 1.7 dB reduction in the same metric from 2019 to 2020. The most noticeable change in vessel composition was the dramatic decrease in the number and occurrence of pleasure craft in July 2020 compared to the same period in 2019. While this analysis looked at only a single PAM and a limited amount of data, we observed changes in sound levels in the frequency band known to be associated with shipping as well as changes in vessel traffic; we conclude that these observed changes may be related to pandemic restrictions.

Vessel strikes have been documented around the world and frequently figure as a top human cause of large whale mortality. The shipping lanes in the Santa Barbara Channel, California and nearby waters have some of the highest predicted whale mortality from vessel strikes in the United States waters of the eastern Pacific. Beginning in 2007, National Oceanographic and Atmospheric Administration requested voluntary vessel speed reductions (VSRs) for vessels greater than 300 GT traveling in the Santa Barbara Channel shipping routes to decrease whale mortality from ship strikes. We employed a ship strike model using whale density data and automatic identification system (AIS) vessel data to estimate mortality under several management scenarios. To assess the effect of the VSR on strike mortality, we bootstrapped speeds from vessels greater than 19 m long that transited when no VSR was in place. Finally, we calculated the predicted mortality for hypothetical cooperation scenarios by artificially adding speed caps post-hoc to real vessel transits. For 2012-2018, we estimated that in our study area on average during summer/fall (June-November) 8.9 blue, 4.6 humpback, and 9.7 fin whales were killed from ship strikes each year (13-26% greater than previously estimated). We evaluated winter/spring (January-April) humpback mortality for the first time, resulting in an estimate of 5.7 deaths on average per year. Poor cooperation with the VSR led to low (5% maximum) to no reductions in the estimated number of strike mortalities. Evaluating potential scenarios showed that if 95% cooperation occurred in the lanes, whale deaths there would decrease by 22-26%. Adding VSRs with similar cooperation levels at the northern end of the Santa Barbara Channel and south of Channel Islands National Marine Sanctuary could decrease estimated strike mortalities in those areas by 30%. If VSRs were added and cooperation reached 95% there and in the lanes, we estimate a 21-29% decrease i

As underwater noise from ship traffic increases, profound effects on the marine environment highlight the need for improved mitigation measures. One measure, reduction in ship speed, has been shown to be one of the key drivers in reducing sound source levels of vessels. In 2017, a study began to assess the impacts of increasing commercial shipping traffic on sperm whales in Northwest Providence Channel, northern Bahamas, an international trade route that primarily serves the southeast US. Ship data were collected from an Automatic Identification System (AIS) station combined with recordings from an acoustic recorder to measure underwater sound levels and to detect the presence of sperm whales. Here we analyze a subset of these data to opportunistically investigate potential changes in ship traffic before and during the COVID-19 pandemic. These data span one calendar year from October 2019 to October 2020. A pre-COVID-19 dataset of 121 days, from a recorder approximately 2 km from the shipping route was compared to a 134-day dataset collected during COVID-19 from the same site, comprising 2900 and 3181 ten-minute recordings, respectively. A dramatic decrease in ocean noise levels concurrent with changes in shipping activity occurred during the pandemic. The mean pre-COVID-19 power density level in the 111-140 Hz 1/3-octave band was 88.81 dB re 1 μPa (range 81.38-100.90) and decreased to 84.27 dB re 1 μPa (range 78.60-99.51) during COVID-19, equating to a 41% reduction in sound pressure levels (SPL). After differences in seasonal changes in wind speed were accounted for, SPL decreased during the pandemic by 3.98 dB (37%). The most notable changes in ship activity were significantly reduced vessel speeds for all ship types and fewer ships using the area during the pandemic. Vessel speed was highly correlated to SPL and the only ship-based variable that predicted SPLs. Despite the opportunistic nature [i.e., not a standard before-after-control-impact (BACI) stud

Despite efforts to aid recovery, Eastern North Pacific blue whales faces numerous anthropogenic threats. These include behavioral disturbances and noise interference with communication, but also direct physical harm - notably injury and mortality from ship strikes. Factors leading to ship strikes are poorly understood, with virtually nothing known about the cues available to blue whales from nearby vessels, behavioral responses during close encounters, or how these events may contribute to subsequent responses. At what distance and received levels (RLs) of noise whales respond to potential collisions is difficult to observe. A unique case study of a close passage between a commercial vessel and a blue whale off Southern California is presented here. This whale was being closely monitored as part of another experiment after two suction-cup archival tags providing acoustic, depth, kinematic, and location data were attached to the whale. The calibrated, high-resolution data provided an opportunity to examine the sensory information available to the whale and its response during the close encounter. Complementary data streams from the whale and ship enabled a precise calculation of the distance and acoustic cues recorded on the tag when the whale initiated a behavioral response and shortly after at the closest point of approach (CPA). Immediately before the CPA, the whale aborted its ascent and remained at a depth sufficient to avoid being struck for ∼3 min until the ship passed. In this encounter, the whale may have responded to a combination of cues associated with the close proximity of the vessel to avoid a collision. Long-term photo-identification records indicate that this whale has a long sighting history in the region, with evidence of previous ship encounters. Therefore, experiential factors may have facilitated the avoidance of a collision. In some instances these factors may not be available, which may make some blue whales particularly susceptible to dea

A healthy marine environment is integral to numerous New Zealand economic, social, and cultural values, including fisheries, aquaculture, tourism, and recreational and customary activities. The introduction and spread of marine non-indigenous species (NIS) via the vessel biofouling pathway may put these values at risk. Over the past two decades, the Ministry for Primary Industries (MPI) has been proactive in commissioning research focused on the risks associated with vessel biofouling, identification of potential risk vessels, and risk management options. In 2010, MPI consulted on options to manage the biofouling risks on all vessels entering New Zealand waters. In 2014, New Zealand became the first country to introduce mandatory biofouling requirements. Between 2014 and 2018, MPI focused on communicating the requirements to support stakeholder awareness, readiness, and uptake. In parallel, MPI commissioned further research to investigate proactive and reactive approaches to biofouling management. Research outcomes were summarized and technical advice provided to inform stakeholders of what constitutes best biofouling management practices. This review summarizes MPI's research and technical advice on the risks associated with vessel biofouling and its management, and the procedures followed to produce New Zealand's biofouling regulations. The development of these regulations is also contextualized in terms of New Zealand's marine biosecurity system. The transparent and evidence-based approach followed by MPI provides a blueprint for establishing biofouling regulations. Because these regulations are aligned with the International Maritime Organization guidelines, there is the potential to develop consistent global and domestic practices for managing marine NIS introduction and spread.

The inland waters around southern Vancouver Island and northern Washington State, known as the Salish Sea, host critical habitat for endangered southern resident killer whales (SRKW). This is, however, a highly traversed area, with approaches to industrial ports and coastal cities, international shipping lanes, ferry routes, and considerable recreational vessel traffic. Vessel noise is a key threat to SRKW prosperity, and so conservation measures directed to mitigate its effects have been explored annually since 2017. Here, we describe trials undertaken in 2020, which included spatially limited slowdown zones, exclusion areas as Interim whale Sanctuary Zones (ISZs), and a lateral displacement of tug transits to increase the distance between their route and SRKW foraging areas. To assess each of the measures we first considered the level of mariner participation using data from the Automated Identification Systems (AIS), mandatory for commercial vessels. Knowing this, the changes in soundscape were examined, focused on impacts on broadband (10 Hz to 100 kHz) ambient noise and the frequencies used by SRKW for communication (500 Hz to 15 kHz) and echolocation (15 to 100 kHz). A control period of two-months prior to trial initiation was used to quantify the changes. High levels (> 80%) of compliance were found for each measure, except ISZs, where observance was low. Median reduction in speeds ranged from 0.2-3.5 knots. Resulting sound reductions were most notable in the lower frequencies, although reductions were also recorded in SRKW pertinent ranges. Tug displacement also reduced ambient noise in these frequencies, despite making up a small portion of the overall traffic. The management trials were effective in reducing potential impacts singularly and in concert. Greater awareness and stakeholder engagement may increase compliance and, therefore, the efficacy of measures in the future.

Chronic low-frequency noise from commercial shipping is a worldwide threat to marine animals that rely on sound for essential life functions. Although the U.S. National Oceanic and Atmospheric Administration recognizes the potential negative impacts of shipping noise in marine environments, there are currently no standard metrics to monitor and quantify shipping noise in U.S. marine waters. However, one-third octave band acoustic measurements centered at 63 and 125 Hz are used as international (European Union Marine Strategy Framework Directive) indicators for underwater ambient noise levels driven by shipping activity. We apply these metrics to passive acoustic monitoring data collected over 20 months in 2016-2017 at five dispersed sites throughout the U.S. Exclusive Economic Zone: Alaskan Arctic, Hawaii, Gulf of Mexico, Northeast Canyons and Seamounts Marine National Monument (Northwest Atlantic), and Cordell Bank National Marine Sanctuary (Northeast Pacific). To verify the relationship between shipping activity and underwater sound levels, vessel movement data from the Automatic Identification System (AIS) were paired to each passive acoustic monitoring site. Daily average sound levels were consistently near to or higher than 100 dB re 1 μPa in both the 63 and 125 Hz one-third octave bands at sites with high levels of shipping traffic (Gulf of Mexico, Northeast Canyons and Seamounts, and Cordell Bank). Where cargo vessels were less common (the Arctic and Hawaii), daily average sound levels were comparatively lower. Specifically, sound levels were ∼20 dB lower year-round in Hawaii and ∼10-20 dB lower in the Alaskan Arctic, depending on the season. Although these band-level measurements can only generally facilitate differentiation of sound sources, these results demonstrate that international acoustic indicators of commercial shipping can be applied to data collected in U.S. waters as a unified metric to approximate the influence of shipping as a driver of